Sealed aft cavity drag reducer

ABSTRACT

A drag reducing device utilizing sealed aft cavities designed to limit interference with existing truck and trailer designs is described. The invention comprises one or more sealed aft cavities affixed to the rear of a traditional commercial straight truck or trailer, or any other blunt (or mostly blunt) aft faced vehicle. A means is provided by which the device is stowed to allow normal operation of the straight truck, trailer or vehicle. Drag is reduced by the streamlining of the rear of the vehicle, postponing and narrowing the flow separation downstream of the trailing edge as well as increasing the pressure on the back of the vehicle with the open to the rear, sealed aft cavity. The concept described focuses on the utilization of (a) sealed aft cavity(ies) to limit the effects of blunt body drag and the means for attachment and stowage for loading and unloading cargo.

CROSS REFERENCE

This application is related to provisional application 60/730,028 filedon Oct. 26, 2005 entitled Sealed Aft Cavity Drag Reducer.

FIELD OF INVENTION

This invention relates to drag reduction on vehicles, such as tractortrailer combinations, delivery vehicles, recreational vehicles, buses,vans or any vehicle that has an inherently blunt or flat aft face, andthe attachment of aft devices and more particularly to open aft cavitiesused in such devices and the means to attach and stow such a device forminimum impact on loading and unloading.

BACKGROUND OF INVENTION

It is known that a significant amount of air drag results when a vehicletravels over a roadway. This is due to an area of low pressure createdat the rear end of the vehicle. For example, with a tractor-trailer typevehicle, the air makes a sharp bend around the squared-off back of thetrailer, thus causing turbulence and drag. To overcome this problem,engine power is required and therefore fuel. Furthermore, the turbulencealso causes poor visibility in rainy conditions and, an accumulation ofdirt on the back of trailers, and a tangible buffeting of vehicles thatare following the tractor-trailer.

In the trucking industry, the aerodynamics of vehicles is a growingconcern. Tests indicate that fuel savings from aerodynamic improvementsare equivalent to fuel savings attained by a chassis weight reductionand require fewer services to maintain. The air resistance oraerodynamic drag of the vehicle increases the power needed by the engineas the speed increases. It is known that a tractor-trailer needs about100 HP to overtake the air drag at a speed of 55 MPH. Approximately halfthe energy reaching the drive wheels is required to overcome airresistance at cruising speed. Tests reveal that the square back endcontributes approximately to 30% of the air drag. Therefore, theaddition of an aerodynamic device, such as a rear deflector, diminishesthe air drag and results in lower fuel consumption.

This disclosure pertains to the increasing need for reduction inoperating costs and conservation of fuel in the commercial truckingindustry. Blunt body parasitic drag has long been acknowledged as havinga large impact on the aerodynamically efficiency of commercial straighttrucks and trailers. Some work from the published literature ispresented first followed by a review of pertinent patents.

Sovran et al in Aerodynamic Drag Mechanisms of Bluff Bodies and RoadVehicles; Plenum Press, NY; 1978 reported that Mason and Beebe in Mason,Jr., W. T., and P. S. Beebe. “The Drag Related Flow FieldCharacteristics of Trucks and Buses.” Aerodynamic Drag Mechanisms ofBluff Bodies and Road Vehicles General Motors Research Laboratories,1978. pp. 45-93 examined several add-on devices aimed at increasing thebase pressure of a tractor-trailer in 1976. They included vertical andhorizontal splitter panels, guide vanes, and non-ventilated cavities.The vertical splitter panels were found to have little or no effect onthe tractor-trailer drag. The turning vanes had an adverse effect ondrag. Mason and Beebe surmised that the added drag of the turning vanesoutweighed any gain from increased base pressure. The only device thatshowed positive results was the non-ventilated cavity design. Mason and.Beebe varied the depth of the panels and found an optimum panel lengthof 0.55 m (21.8 inches) for a conventional 14.6 m (48 foot) traileryielding an overall drag reduction of 5 percent.

Similar research by Hucho, W.; Aerodynamics of Road Vehicles;Butterworths, London; 1987 used a small minivan style vehicle in the1970s to substantiate the drag reduction behavior of non-ventilatedcavities. In 1985, Cooper reported in The Effect of Front Edge Roundingand Rear-Edge Shaping on the Aerodynamic Drag of Bluff Vehicles inGround Proximity, SAE 850288 the results of extensive tests on detailedscaled models of a tractor trailer and a panel truck using rounded andbeveled panels on the rear end of the vehicle. His results indicated anoptimum reduction in the drag of 7-10% of the baseline model drag andindicated it was not unreasonable to expect this at full scale.

Many ideis regarding the passive reduction of drag on trailers have beenpatented and a review of the concepts most closely associated to thepresent idea is presented below in order to differentiate the novelty ofthe present idea from these previous concepts.

U.S Pat. No. 4,006,932 in the name of McDonald (1977) claims aninflatable drag reducer for land vehicles. The device when inflated,however, does not form a large sealed aft cavity. Small cusp portions onall trailing edges form a large wall at the rear of the device, thusfilling in the cavity. No provisions for removal of the device to allowentry to the rear of the trailer is mentioned or described.

U.S. Pat. No. 4,236,745 (Davis, 1980) utilizes the concept of aretractable or collapsible device of the fully enclosed surface type.The present proposed device is also collapsible, but not of the fullyenclosed variety. Lechner, U.S. Pat. No. 5,375,903 (1994), also putsforth a self inflatable concept with stiffening supports. However thisis also of the enclosed variety.

U.S. Pat. No. 4,142,755 by Keedy (1979) describes a class of aft devicesthat reduce the width and height of the aft end of the trailer withpanels or surfaces to try to keep the flow attached to the proposedsurface reducing the wake width and associated drag. The device of thisdisclosure is of the class of open-ended aft cavities.

Mulholland, in U.S. Pat. No. 4,458,936 (1984), employs rigid panelsattached with hinged mechanisms to the rear of the trailer. These outersurfaces join together to form an apex behind the vehicle. The conceptdisclosed herein uses panels that can hinge if desired, but do not jointogether to form an enclosed exterior surface.

U.S. Pat. No. 4,682,808 was filed by Bilanin in 1985 on a variation ofthe cavity design concept that inset the end panels from the trailerperimeter. His claims indicated a drag reduction on the order of 10% isclaimed. The Bilanin device includes three or four panels oriented in abox formation. Three of the panels (top and sides) are generally insetfrom the perimeter of the trailer base and that the bottom panel has noinset and is in line with the bottom of the trailer. All the panels aremounted perpendicular to the trailer base, however the Bilian patentdoes allow for inset angled side panels. This orientation of panelsproduces vortex structures in the area between the panel and theperimeter of the trailer in the manner of the intent of the Mason andBeebe splitter devices.

The optimum dimensions reported in the Bilanin publication were:

-   -   D/W=0.13, G/H4.1.15, D/L=G/L=0.3        where D=plate inset from each of the sides of the trailer        G=plate inset from the top of the trailer        W=width of trailer,        H=height of trailer,        L=plate length

With these criteria, Bilanin claims that a 10.2% reduction in drag wasachieved on a typical tractor-trailer with a base tractor.trailer CD of0.6, however no test results have been published in the literature.Bilanin includes optimum ranges for the geometric ratios previouslyspecified, in order to adjust for maximum efficiency of vortex captureand for structural members already existing on the trailer base. Theseratio ranges are:

0.1 D/W5_(—)0.2, 0.25 D/L=G/L0.4

Bilanin also specifies that the length of the plates should be between40″ and 56″. The disclosure described herein can use angled panels inthe dimensional ranges specified by Bilanin, but the panels are notinset from the edge, as per Bilanin, and in particular, the resultingcavity for the present design is not one but two separately sealedcavities that enable a viable device for real world applications.

U.S. Pat. No. 6,485,087 in the name of Roberge (2002) depicts a threesided non-ventilated cavity formed from angled fins off the rear of thetrailer, aligned with the edge of the trailer. The present concept alsoutilizes angled fins set to the trailer edge, however, a completelyenclosed cavity is formed once the device is deployed, which is furthersubdivided using eight fins to form two separate and sealed cavities. Itshould be particularly noted that the method for storage of the deviceby Roberge places it between the opened doors and the sides of thetrailer during loading and unloading. This requires a trailer with doorsconfigured to provide clearance for said device. The present devicestrategy does not have this constraint. Lastly, no method of sealing theadjoining panels or of sealing the panels to the rear of the trailer ismentioned by Roberge. The present concept requires a sealed cavity to beeffective.

U.S Pat. No. 6,257,654 in the name of Bolvin (2001) describes a similarconcept to U.S. Pat. No. 6,485,087, but does not form a sealed ornon-ventilated cavity.

U.S. Pat. No. 6,595,578 in the name of Calsoyds et al. describes a truckafter-body reduction device having two cavities with rounded bottomsfacing rearward. The patent does not discuss sealing, lengths or anglesor any specific geometry or any kind of folding or attachment mechanisms

This disclosed invention uses a different approach to drag reduction andattachment methods, which, to the best of the authors' knowledge, hasnot previously been recognized. The disclosed device requires the rearcavity(ies) to be completely sealed and this is crucial to thefunctionality of the device. The current device also employs a uniquemethod of stowage which can be used with rigid sided or collapsiblesided devices and requires two separately sealed cavities.

SUMMARY OF INVENTION

The object of the present invention is concerned with providing an airdrag-reducing device which overcomes the above-described problem. Morespecifically, this is achieved by providing an device which allows thepanels to be moved outwardly from a drag reducing position to a positionwhere the doors are in their fully retracted position adjacent to theirassociated sides of the vehicle.

A further object of the present invention is to provide a mechanismwhich will enable the panels to return back to their drag reducingposition whenever the doors are hingedly moved from their retractedposition to their end closing position.

The present invention therefore relates to an air drag reducing devicefor use with a vehicle having top and opposite lateral sides contiguouswith a rear end formed of a pair of hingedly mounted rectangular doorsmovable from a closed position to an open position wherein the doorspanels are respectively retracted adjacent to a corresponding side ofthe vehicle. The device has two sealed cavities and means associatedwith the cavities for positioning the cavities in a drag reducingposition rearwardly of a corresponding closed door, wherein the side andtop panels define an exemplary angle of about 15 degrees with therearward projection of the cavities of the corresponding side of thevehicle while the bottom panel has an exemplary angle of approximately 7degrees. Positioning means allow the cavities to be moved between thedoor and the vehicle side as the door is opened and moved to itsretracted position.

The disclosed invention is an aft cavity drag reduction device for avehicle with one or more cavities facing aft when in a deployed state.There is a supporting member on which each cavity is mounted and isconnected to the vehicle body. There is a means for collapsing said oneor more cavities. Additionally the cavities have a hinge and latchsystem by which the collapsed cavity(ies) are allowed to rotate near, orat, the centerline of the vehicle body, along the opening edge of one ormore rear doors, and swing open with said door to he alongside thevehicle when open into a retracted position. The cavities have a basepanel; an outside panel; an inside panel; two other panels; and an openarea. The cavities have a frustum shape with the inside panel normal tosaid base panel and the outside panel and the two other panels mountedat an angle less than normal with respect to the base panel so as toproduce a open area with a smaller foot print than the base panel. Thebase panel is fastened, hinged and sealed to the outside panel, theinside panel, and the two other panels. The outside panel and the insidepanel are also fastened and sealed to the two other panels. The outsidepanel and the two other panels are mounted at an angle between 0 degreesand 35 degrees. The outside panels and a first of the two other panelsare mounted at an angle of 15 degrees (exemplary value) with respect tothe base panel. The second of two other panels are mounted at an angleof 7 degrees (exemplary value) with respect to the base panel. Thepanels are made are made of a light rigid material such as: a compositefiber, a rigid plastic material; carbon fiber; aluminum; or wood. Theseals are generally bulb type seals. The side panels and other panelsare unfastened and the seals are broken when the device is put into acollapsed or retracted position. The cavities may be fastened and sealedbetween the respective inside panels when device is put into a deployedposition.

The disclosed invention is also a method of drag reduction for a vehicleincluding: providing one or more aft facing cavities; mounting thecavities on to an aft portion of a vehicle body; and operating thecavities in a deployed position. The method further includes folding thecavities into a substantially flat collapsed position and operating thecavities in the collapsed position. The method further includes rotatingthe cavity(ies) in a collapsed position about a line near, or at, acenterline of the vehicle body, along the opening edge of one or morerear doors, and swinging the cavity(ies) with the doors to lie in aretracted position alongside the vehicle when open. Each cavity has: abase panel; an outside panel; an inside panel; two other panels; and anopen area. The method further includes mounting the inside panel normalto the base panel; mounting the outside panel and the two other panelsto the base panel at an angle less than normal with respect to the basepanel so as to produce an open area with a smaller foot print than thebase panel. The outside panel and the two other panels are mounted at anangle between 0 degrees and 35 degrees with respect to the base panel.The outside panels and a first of the two other panels are mounted at anangle of 15 degrees (exemplary value) with respect to the base panel.The second of two other panels are mounted at an angle of 7 degrees withrespect to the base panel. The panels are made are made of a light rigidmaterial such as: a composite fiber, a rigid plastic material; carbonfiber, aluminum; or wood. The method further includes: fastening andsealing the base panel to the outside panel; fastening and sealing thebase panel to the inside panel; fastening and sealing the base panel tothe two other panels; and fastening and sealing the outside panel andthe inside panel to the two other panels. The method further includesunfastening the panels and breaking the seal when the device is put intothe collapsed position or the retracted position. The method furtherincludes fastening the panels and sealing the panels when the device isput into the deployed position.

BRIEF DESCRIPTION OF DRAWINGS

The foregoing aspects and many of the attendant advantages of thisinvention will become more readily appreciated as the same becomesbetter understood by reference to the following detailed description,when taken in conjunction with the accompanying drawings, wherein:

FIG. 1 illustrates a rear view of a truck or trailer without any dragreduction mounted hereon;

FIG. 2 illustrates the device in its deployed state for maximum dragreduction.

FIG. 3 illustrates an isometric view of FIG. 2 of the device in itsdeployed state;

FIG. 4 illustrates a rear view of the device completely retractedwherein there is no hindrance of access to the load within the vehicle;

FIGS. 5 through 7 illustrate a sequence of views as the device movesfrom its deployed state as illustrated in FIG. 3 to its retracted stateas illustrated in FIG. 7; and

FIGS. 8 a and 8 b illustrate an isometric view of FIG. 2 with detail ofsealed edges.

DETAILED DESCRIPTION

The invention comprises a device attached to the rear of any relativelyblunt based vehicle including, but not limited to tractor trailercombinations, delivery vehicles, recreational vehicles and buses, vansor any vehicle that has any vehicle that has an inherently blunt or flataft face. The aft of the vehicle is unmodified except to act anattachment point for the device. The device when deployed forms one ormore sealed aft cavities that extend from the body of the vehiclerearward while maintaining legal length limits. When the rear doors ofthe vehicle are opened the device stows in such a way to have no impacton the normal operation of the vehicle. With the rear doors closed thedevice can be deployed or remain in a collapsed condition to facilitateparking and maneuvering. When the doors are open the device and thedoors lie in a generally flat position on the respective sides of thevehicle. The device itself consists of either rigid fins constructed oftraditional rigid materials, including composite materials, or of aflexible materials inflated via the trucks air system, any of which,when deployed, acts to form a sealed open cavity on the aft face andopen to the all direction. Utilizing an inflatable system eliminatesmajority of the work required to stow the device for loading andunloading of the trailer. A key aspect of the design is the framework ofthe device which attaches to and is hinged to the edge of each door nearthe centerline of the trailer. This allows the device to be stowed alongside the trailer when the doors are in the open position and does notrequire any additional clearance between the doors of the trailer andthe side of the trailer to stow the device for loading and unloading. Itis also possible to eliminate the need for the framework by designing areplacement door that integrally incorporates the device. The use of aflexible inflatable material may also preclude the need for a framework.

FIG. 1 illustrates a rear view of a trailer or truck 10 without a dragreduction device having doors 12 and 14 of rectangular shape in a closedposition. The doors are respectfully mounted by means of hinges 16 onone side and 24 on the other side so as to move from their shown closedposition to a fully retracted position where they are disposed paralleland adjacent to the opposite sides 20 and 22 of the vehicle.

The present invention is concerned with providing, at the rear ofvehicle, an air drag reducing device 24 which includes a pair ofcavities 26 and 28. As illustrated in FIG. 2, a first cavity 26, a lefthand cavity, has a generally elongated rectangular shape with an outsideedge 30 and an inside edge 32 (defining the long sides of the rectangle)and a pair of opposite sides 34 (at the top of the vehicle) and 48 (atthe floor level of the vehicle) (defining the short sides of therectangle). The first cavity has an open area 38 and a base panel 40.Each of these items, except the open area 38 (30, 32, 34 and 36) aredefined as panels. The first cavity 26 has a frustum shape (a bath tublike structure), four sides, a base and an open face. The base of thecavity is fastened to a supporting member 15 at the intersection of thebase panel 40 and the inside panel 32.

Similarly, the other cavity 28, a right cavity, as illustrated in FIG. 2has a generally elongated rectangular shape with an outside edge 42 andan inside edge 44 (defining the long sides of the rectangle) and a pairof opposite sides 46 (at the top of the vehicle) and 48 (at the floorlevel of the vehicle) (defining the short sides of the rectangle). Theright cavity has an open area 50 and a base panel 52. Each of theseitems, except the open area 50 (42, 44, 46 and 48) are defined aspanels. The right cavity 28 has a frustum shape (a bath tub likestructure), four sides, a base and an open face. The base of the cavityis fastened to a supporting member 15 at the intersection of the basepanel 52 and the inside panel 56.

These cavities are preferably made of a light rigid material, such as afiber composite material or a rigid plastic. The US Government's FederalHighway Administration waives certain length requirements on trucks,trailers and other vehicles, if aerodynamic devices, such as thecavities do not extend more than 5 feet beyond the vehicle and providedthey do not have the strength, rigidity, or mass to damage a vehicle orinjure a vehicle or in a vehicle that strikes a trailer so equipped fromthe rear. Additionally, such devices may not obscure tail lamps, turnsignals, marker lamps, identification lamps, or any other requiredsafety devices such as hazardous safety placards or conspicuitymarkings. The panels of are made of a light rigid material such as: acomposite fiber, a rigid plastic material; carbon fiber, aluminum; orwood.

The performance of the cavities as a drag reduction system is verydependent upon the sealing of all panel edges in cavities 26 and 28. inparticular, panels joining the base panel 40 to the side panels 30, 32,34, and 36 for the left handed cavity as well as the base panel 52 tothe side panels 42, 44, 46, and 48 for the right hand cavity: Thissealing can be done by using ordinary bulb type seals, locking seals ora variety of sealing clamp strategies. The sealing needs to breakablewhen the cavities are moved to their storage positions, as discussedbelow.

The detail in FIGS. 8 a and 8 b illustrate the nature of the sealing ofthe right aft cavity. Panel 42 is sealed to panel 46 with seal 54. Panel44 is sealed to panel 46 with seal 56. Similar sealing takes place theinterfaces between panel 46 and base panel 28; the bottom panel 48; andthe bottom panel 48 and panels 42 and 54. Similar sealing is donebetween the same panels in the left cavity. Examples of possible sealingarrangement include a seal of the form of a bulb seal 58 or inside edgeseal 60 or a similar seal that prevents any air from leaking from thecavity formed by the aft extending panels to the surrounding outersurface except out the aft open end of the cavity

FIG. 3 illustrates an isometric view of the drag reducing device 10.There are two independent cavities 26 and 28, one on each door (notseen). Inside side panel 32 of left cavity 26 and inside side panel 44of right cavity 28 are normal to the back of the vehicle and are incontact with each other. As discussed the base panel 40 and 52 of eachcavity is fastened to a supporting member 15. The outside side panels 30and 42 of each cavity 26 and 28 and the short side panels 34, 36, 46,and 48 may be angled inwardly in the range of 0 to 35 degrees, dependingon the preferred geometry. An exemplary value for the outside panels 30and 42 and the upper short side panels 34 and 46 is an angle of about 15degrees. An exemplary value for the short side panels 36 and 48 is anangle of about 7 degrees. It is not required that all panels be angledthe same amount. For optimum performance, cavities 26 and 28 need tohave an open area facing rearward and have the sealed panel junctions asdiscussed above.

Each cavity has the base panel hinged to the inside panel, outside paneland the other two panels. The inside panel and the outside panel of eachcavity is fastened to the two other panels.

FIG. 4 depicts the device in the fully retracted state. Cavity 26 withits panels fold flat along the left side of the vehicle and in front ofrear door 12. Cavity 28 with its panels fold flat along the left side ofthe vehicle and in front of rear door 14.

When access to the load in the vehicle is needed the device will bestowed as shown in FIG. 4 and FIG. 7.

For a rigid sided device a first example of the procedure of stowingwould be:

a. Fasteners are released and seals broken allowing the cavity to befolded together;

b. Sides and top and base of each cavity are folded together against therespective back doors;

c. Cavity units are released from door and swing out on hinge lines nearthe centerline of the vehicle;

d. Vehicle door is opened and released from vehicle; and

e. Entire assembly swings out of the way on the door hinge line whilstthe cavity highline continues to move and then flat against the vehicleside.

For a rigid sided device a second example of the procedure would be:

a. Cavity units are released from door and swing out on hinge lines nearthe centerline of the vehicle;

b. Vehicle door is opened and released from vehicle; and

c. Entire assembly swings out of the way on the door hinge line whilstthe cavity highline continues to move and then against the vehicle side;

d. Fasteners are released and seals broken allowing the cavity to befolded together;

e. Sides and top and base of each cavity are folded together against therespective side of the vehicle.

For an inflatable version:

a. Air valve for each separate cavity unit is released;

b. Cavity units are deflated;

c. Cavity units are released Gom door and swing out if necessary orsimply remain attached to the door and reside against the door;

d. Vehicle door is opened and released from vehicle; and

e. Entire assembly swings out of the way and then flat against thevehicle side.

This motion is illustrated in FIG. 5 to FIG. 7 and contrasts withprevious designs which tend to have hinge lines at or near the doorhinge line. Access to the vehicle is now possible and unchanged from theoriginal vehicle configuration. After load access is complete the reardoors are closed, the devices is placed into its original position and,the panels are deployed. Additionally, there may be instances when itwould be desirable to have the vehicle's doors closed, but have the dragreducing apparatus in a stowed position. Such instances include being ina crowded business district where multiple deliveries are being made andat the lower speed of travel with the inconvenience of moving theapparatus for each delivery outweighs any marginal fuel efficiency gainby use of the device. The user would use steps a. and b. of the firstabove described procedures. It is estimated that it takes 5 minutes tomove the cavities from the deployed state and the retracted state.

The illustrative embodiments and modifications thereto describedhereinabove are merely exemplary. It is understood that othermodifications to the illustrative embodiments will readily occur topersons of ordinary skill in the art. All such modifications andvariations are deemed to be within the scope and spirit of the presentinvention as will be defined by the accompanying claims.

1. A system for reducing drag of a vehicle, comprising: one or moredevices each having a frustum shape with an aft facing open area orcavity with panels sealed together when in a deployed position; eachdevice is coupled to a supporting member, each said device is mounted onto an aft portion of a vehicle body, and further comprising: a basepanel coupled to each said supporting member, four panels coupled tosaid base panel, an interface coupled between each of said four panelsand said base panel; and sealing said interface between each of saidfour panels to an adjacent panel of said four panels.
 2. The device ofclaim 1 further comprising: said one or more devices folded into asubstantially flat collapsed position on to said vehicle aft position.3. The device of claim 2 further comprising: each said collapsed devicecavity is rotated about a line near, or at a centerline of said vehiclebody, along the opening edge of one or more rear doors; and saidcollapsed cavity device rotated about a door hinge line and moved withsaid door to lie in a retracted position alongside said vehicle.
 4. Thedevice of claim 1 further comprising: ordinary bulb type seals, lockingseals or other breakable seals.
 5. The device of claim 1 wherein saidfour panels comprise: a vertical outside panel; a vertical inside panel;two other panels; all of which cooperate with said base panel to form anopen face area.
 6. The device of claim 5 comprising: said inside panelmounted normal to said base panel.
 7. The device of claim 5 comprising:said outside panel and said two other panels mounted to said base panelat an angle less than normal with respect to said base so as to producesaid open area with a smaller foot print than said base panel.
 8. Thedevice of claim 7 comprising: said outside panel and said two otherpanels mounted at an angle between 0 degrees and 35 degrees with respectto said base panel.
 9. The device of claim 7 comprising: said outsidepanel and a first of said two other panels mounted at an angle ofapproximately 15 degrees with respect to said base panel.
 10. The deviceof claim 7 comprising: a second of said two other panels mounted at anangle of approximately 7 degrees with respect to said base panel. 11.The device of claim 5 further comprising: said base panel hinged andsealed to said outside panel; said base panel hinged and sealed to saidinside panel; said base panel hinged and sealed to said two otherpanels; and said outside panel and said inside panel sealed to said twoother panels.
 12. The device of claim 5 wherein said panels are made ofa light rigid material.
 13. The device of claim 12, wherein saidmaterial is a composite fiber.
 14. The device of claim 12, wherein saidmaterial is a rigid plastic material.
 15. The device of claim 12,wherein said material is carbon fiber.
 16. The device of claim 12,wherein said material is aluminum.
 17. The device of claim 12, whereinsaid material is wood.
 18. The device of claim 2 further comprising:said one or more devices are moved from a substantially flat collapsedposition; said cavities are placed in said deployed position; and saidvehicle is operated with said cavities in said deployed position. 19.The device of claim 18 further comprising: said seals are resealed wheneach said device is put into said deployed position.
 20. The device ofclaim 2 wherein said frustum shape is such that each panel makes anangle with sides of said attached vehicle to create a narrower profileas one moves aft.